Railway wheel checking device



Nov. 13, 1951 M. w. GIESKIENG RAILWAY WHEEL CHECKING DEVICE 2SHEETS'SHEET 1 Filed Feb. 4, 1948 m M m m Nov. 13, 1951 Filed Feb. 4,1948 M. W. GIESKIENG RAILWAY WHEEL CHECKING DEVICE 2 SHEETS-SHEET 2 IN VEN TOR. War/'0 /1. 6/64/12;

Arm/Mir Patented Nov. 13,195."?

UNITED STATES PATENT OFFICE 4 Claims.

This invention relates to a damaged wheel checking device for railways.Many wrecks are caused by broken wheel flanges and broken wheel treads.It is diflicult to locate all of these breaks by mere visual inspection.It is also impossible at present to inspect the wheels while the trainis in motion.

The principal object of this invention is to provide a simple and highlyeflicient wheel checking device which will automatically inspect andlocate damaged wheels on a train while the latter is in transit.

Other objects and advantages reside in the detail construction of theinvention,-which is designed for simplicity, economy, and efliciency.These will become more apparent from the following description.

In the following detailed description of the invention, reference is hadto the accompanying drawing which forms a part hereof. Like numeralsrefer to like parts in all views of the drawmg and throughout thedescription.

In the drawing:

Fig. 1 is a plan view of a section of railway track modified toincorporate the damaged wheel indicating circuits of this improved wheelchecking device for detecting broken wheel rims;

Fig. 2 is an enlarged cross-section, taken on the line 22, Fig. 1,illustrating the position of conventional car wheels in place on thetrack;

Fig. 3 is a section through a track rail, arranged for indicating brokenwheel flanges with the improved checking device; and

Fig. 4 is an enlarged detail section showing the attachment of a contactstrip used in this invention.

Fig. 5 is a side view of a rail employing an alternate form of theinvention;

Fig. 6 is an enlarged section taken on the line 66, Fig. 5; and

Fig. '7 is a detail section through a contact supporting bar employed inthe alternate form.

in the drawing a conventional car wheel rim is indicated at 10 with itsflange at I l.

The present wheel checking device is designed for indicating both brokenwheel flanges and damaged rims. In Figs. 1 and 2 the arrangement forindicating broken rims is illustrated. This arrangement consists of aspecial section of track of any desired length, but at least ofsufficient length to exceed the circumference of the largest wheel to bechecked.

This section of track consists of two outer easer rails l2, two innergauge rails l3 and two irmer guard rails Id. The three rails at eachside of the track are maintained in fixed spaced relation by means of afiller strip l5, suitable spacers l6, and tie bolts 11. The inner edgesof the gauge rails l3 are set at the standard gauge and the outer edgesof the easer rails l 2 substantially align with the outer edges of thewheel rims Ill. The flangeways between rails l3 and [4 are standardWidth.

In applying this invention, the top of each gauge rail i3 is lowered outof contact with the rim IU of the normal wheel and the top is mortisedto receive a contact strip l8 supported from the rail upon suitableelectric insulation I9. The strips 18 are preferably formed fromhardened, wear-resisting steel or other hard metal. The insulation l9may be of any suitable type capable of preventing the passage ofelectric current and of supporting relatively great weight, such aspressed fiber or the like.

The upper surfaces of the strips l8 are positioned sufficiently farbelow the upper surfaces of the easer rails l2 so that they will notcontact the tread of a normal wheel, as shown in Fig. 2, preferablyabout below the latter. Should the portion of the rim H! which rides onthe easer rail I2 be broken away or otherwise damaged, the entire wheelwill drop suficiently to cause the tread to contact the strip l8. Thiscontact is employed to close an electrical circuit to any suitableindicating device or signal.

One circuit for this purpose is illustrated in Fig. 1, there being asimilar independent circuit for each side of the track. Each circuitpreferably employs a relay 26 operating an armature 2| between anopening contact 22 and a closing contact 23. The relay arrangement issuch that the armature will close with the closing contact 23 before itbreaks with the opening contact 22. A battery 24 or other source ofpower is provided. The capacity of the battery is such as to overloadthe relay 20.

A conductor 33 leads from the contact strip l8 to the opening contact 22and a first battery conductor 25 leads from the battery, through aresistance 26, to th closing contact 23. A rail conductor 21 leads fromthe rail I2 to the battery conductor 25 between the battery 24, and theresistance 26. A first signal circuit wire 28 leads from the relay 20and a second signal circuit wire 29 leads from the armature 2|. A secondbattery conductor 30 leads from the other pole of the battery 24,through a switch 3|, to the first signal circuit wire 28. The other sideof the relay 20 is connected to the second signal circuit wire 29 by aconnection 32.

The operation of the device is as follows: should a break in the rim lroll over the rail l2 it will allow the entire wheel to drop intocontact with the strip [8. This throws the full battery charge throughthe relay 20, through con ductors 33, 29, 32, 28, 30, 25, and 21. Thissnaps the armature 2! against the closing contact 23, which substitutesthe resistance 26 for the rail and strip conductors 2'! and 33. Acircuit is now completed to the signal circuit Wires 28 and 29 from thebattery 24 through the conductors 30 and 25 and through the resistance26 and armature 2|. The signal circuit may be employed for operating anytype of visible or audible signallingor recording device to indicate abroken rim exists on one side or the other of the track. After theindication has been recorded, the circuit to the relay is broken at theswitch 3| and returns to normal.

For indicating a broken flange a second section of track is preparedsimilar in length to the section of Fig. l and having across section ateach fall as indicated in Fig. 3. The broken flange indicating trackconsists of two gauge rails 34 spaced at the proper track gauge and inalignment with'th'e gauge rails [3 previously described. A guard rail 35is positioned inside of each gauge rail to provide the proper width offlange way therebetween the two rails being separated by a flange block36 and tied together by means of suitable bolts 3?. They could, however,be formed as a single unit.

The wheels are supported on their' flanges II which ride in a flangegroove 38 in the tops of the flange blocks 35'. The tops of the rails 34are positioned below their normal position, and below the tops of theguard rails-35, and out of contact with the tread of a normal wheel. Thetops of the rails 34 are grooves or mortised to receive second contactstrips 39 mounted in suitable electrical insulation 45.

The second strips 355' are formed from hard metal such as hardened steelsimilarly to the first strips l8 and their upper surfaces projectslightly above the upper surfaces of the gauge rails 34.

It can be readily seen that if' the flange ll be chipped or broken itwill allow the wheel tread to descend onto the strip 39 closing acircuit therewith. The circuits may be similar to those shown in l inwhich event the conductors 33 wouldbe connected with the strip 3 9 andthe conductors 2'? would be connected with the flange strip 3 5, in anydesired manner.

The strips l8 and 39 may be secured to their respective rails in anydesired manner. One method is shown in Fig. 4, in which cap screws 4|are counter-sunk into the strips and threaded into the rails. The capscrews are insulated from the strips by means of suitable surroundinginsulation 4|.

The purpose of the resistance cir'cuit is': first, to allow a momentaryimpulse of the full battery strength to close the relay so as to' obtaina quicker closing action to facilitate rapid train movement; and second,to hold the relay closed sufiiciently long after the momentary closingimpulse has ceased to allow ample record to be made of the signal.

As illustrated, both rails of the track are adapted to the improvedsignal system in the same track section. It is of course possible tohave only one rail so adapted'at any given point and the other railadapted at a different point.

if so desired. t N I J In Fig. an alternate form'of broken flangeindicator is illustrated which does not require the wheel to ride uponits flange as in Fig. 3 above.

In this form a running rail is indicated at 42 a wheel tread at 43 and awheel flange at 44. A Supporting bar 48 is supported along the insideface of the rail 42 in any desired manner. As illustrated the bar issupported from vertical straps 45 which are welded to standard splicebars 46. The splice bars 48 are bolted to the rail at suitable intervalsby standard. bolts 41. The bar 48 extends for a distance exceeding thelargest expected wheel circumference preferably not less than elevenfeet.

A plurality of vertical holes are drilled through the bar 48 atregularly spaced intervals throughout its length. The holes arepositioned relatively close together, preferably two inches from centerto center. The bar 48 is attached to the straps 45 by means of capscrews 49. The bar 48 is electrically insulated from the straps 45, andthe screws 49 are also electrically insulated therefrom by means ofsuitable electrical insulation 50. A contact spring 5i is positioned ineach of the vertical holes in the bar 48. Each spring extends upwardlyforming a loop thence inwardly across the path of the flange 44 andthence upwardly alongside of the inner edge of the rail 42. The portionof the spring crossing the path of the flange 44 is surrounded by aninsulating sleeve 52. The springs are adjustably locked in the lugs bymeans of set screws 53.

Normally the springs 5| extend above the rail 42 as shown in brokenline. When a normal wheel, however, passes along the rail 42 the springswill be successively depressed to the full line position by the flange44. Should any portion of the flange be broken away, however, it willnot depress the springs under that portion and will allow the extremityof those springs to contact the tread of the wheel thereby closing acircuit between the springs and the rail.

Electrical conductors 54 and 55 are connected to the rail and the bar 48respectively. These conductors lead to any suitable signal circuit suchas the one previously described.

It is preferred to employ the alternate form of Fig. 6 on but a singlerail at a time'so that a guard rail may be placed opposite the flange onthe opposite rail to maintain the flange 44 properly positioned over thesprings 51.

While a specific form of the improvement has been describedand'illustrated herein, it is desired to be understood that the same maybe varied, within the scope of the appended claims, without departingfrom the spirit of the invention.

Having thus described the invention, what is claimed and desired securedby Letters Patent is:

l. A broken wheel'flange indicator for railway car wheels, comprising: atrack rail along which said wheels roll; a supporting member extendinglongitudinally of and electrically insulated from said rail along thefiange side of the latter; a plurality of resilient contact membersmounted on and extending upwardly from said supporting member atspaced-apart intervals, each of said contact members extendingindependently across the path of the flange of the wheel so that theywill be successively depressed thereby as the wheel rolls along the railsaid contact members being electrically insulated from said flange andhaving their outer extremities in the path of said wheel anduninsulated' therefrom so as to make electrical contact" with the wheelsunless depressdbythefltmge thereof; and a signal circuit adapted to beclosed by the contact of any of said contact members with said wheel.

2. A broken wheel flange indicator for railway car wheels, comprising: atrack rail along which said wheels roll; a supporting member extendinglongitudinally of and electrically insulated'from said rail along theflange side of the latter; a plurality of resilient contact membersmounted on and extending upwardly from said supporting member atspaced-apart intervals, each of said contact members extendingindependently across the path of the flange of the wheel so that theywill be successively depressed thereby as the wheel rolls along therail; insulating means preventing said flange from closing a circuitwith said contact members, the extremities of said contact members beingelectrically uninsulated and extending upwardly between the rail and thepath of the flange so that as a wheel rolls along said rail, the contactmembers will be successively depressed by said flange so that theiruninsulated extremities will not contact said wheel unless a portion ofsaid flange is broken away, in which event said contact members willelectrically contact said wheel; and a signal circuit operative inconsequence of the closing of a circuit between any of said contactmembers and said wheel.

3. A broken flange detector for a railway car wheel comprising: a trackrail for supporting said electrically uninsulated extremities, saidsprings extending across the path of the flange of said wheel, thenceupwardly adjacent the flange side of said rail and in the path of thetread of said wheel; means preventing said springs from electricallycontacting said flange as the extremities of the former are depressed bythe latter out of contact with said tread; and an electric signalcircuit including said springs and said wheel and adapted to be closedby electrical contact of said wheel with the uninsulated extremity ofany of said springs.

4. A broken flange detector for a railway car wheel comprising: a trackrail for supporting said wheel; a supporting bar secured to andextending along the inside face of said rail and being electricallyinsulated therefrom, there being a plurality of vertical, spaced-apartholes formed in said bar throughout its length; a wire-like springmounted in each of said holes, said springs extending first upwardly,thence forming a loop, thence extending inwardly toward said rail andterminating above the surface of the latter so as to be positionedacross the path of the flange of a wheel on said rail; and insulatingmembers surrounding said springs where the latter cross said path ofsaid flange, the extremities of said springs electrically uninsulated sothat they may make electrical contact with the tread of a wheel unlessdepressed by the flange thereof.

MARION W. GIESKIENG.

REFERENCES QITED The following references are of record in the flle ofthis patent:

UNITED STATES PATENTS Number Name Date 2,277,099 Harshman Mar. 24, 19422,408,553 Gieskieng et al Oct. 1, 1946 2,429,266 Gieskieng Oct. 21, 19472,442,491 Gieskieng et al June 1, 1948

